Cooling system for engines



fl- 949. M. J. KELSON, SR 2,478,489

COOLING SYSTEM FOR ENGINES Filed Aug. 11, 1948 INVENTOR.

Patented Aug. 9, 1949 #:UNITED OFFICE Ma1colm; J.-Kels on, Sn; Detroit, Mich. f mieat' nie' ie l Q'$ ia .i\ 3.369

-. remixes; (Cl.123-178) This invention relates torneans forimprbving the- 'eflici'ency' of the-cooling 'syst'em' o'fa fluid cooled internal combustion engine; and more particularl to the cooling'systrn of boateri gin'e-ihaving for its object-to provide an arrangeinent of conduits and "valves inassociation with the waterway and water "j acket Qianerigine, the said-valves being equipped to open and close under varyingconditioned-pressure and of water temperature in the jacket of the engine in a very desirable manner.

A further object is to provide in such a cooling system for automaticcontrol of flow of water through the engine water" jacket either 'by convection or by forced flow, determinedibyrcone ditions of. temperature in the jacketed water about the enginecylinders;

A still-f further object isto provide in sucha system, in combination with a'puinp, mea'ng'for selectivelysdiverting .water from the pump either through the water jacket of-the engine or bypassing said water through a pre-loaded valve; with provision for establishing a convection cooling system through the water jacket of the engine when water from the pump is bypassed through said pre-loaded valve.

Still further objects oradvantages additional or subsidiary to the aforesaid objects, or resulting from the construction or operation of the invene tion as it may be carried into effect, will become apparent as the said invention is hereinafter further disclosed.

In carrying the said invention into effect, I may adopt the novel construction and arrangement of parts hereinafter described, by way of example, having reference to the accompanying drawing, wherein:

Figure 1 is an elevation of a boat engine to which a cooling system embodying the said invention is applied; and

Figure 2 is a. sectional enlarged detail view of the valved casing forming the heart of the improved system.

Similar characters of reference indicate similar parts in both figures of the drawing.

I!) indicates the hull of a boat provided with a water intake pipe ll leading to a pump I2 from which in turn a delivery pipe [3 leads through branches M to the lower part of the water jacket I5 of the boat engine 16. indicates the outlet pipe from the upper end of the said water jacket and I8 is the exhaust pipe or manifold of the engine.

Extending upwardly as a branch from thepipe I3 is a pipe I9 which communicates with one chamber-200i a dual chambered casinggen'er'a'lly numbered 2 I, the second chamber "2 2 of whichf-is separated fronithe first-mentioned chamber-"by a valve 23. -"I-his vaive 23 is influenced by"-a thermostatic bellows device 24 to 'openand close relativeto one-end-of a tubular valve casing- 25 which," with the said valve 23, serves to-par-titi'on the chambers 20 and 22 from oneanotherwhen the'valve is closed. The jriatureof 'such th'eri'nostatic valvesf and their-usual equivalents is well known and'ivill not be described in detail herein. 26 is a valve biased by the spring-21 tonormally close off commun'icationbetwe'en the pipe] 9 l and the chamber 28; and 28-and 29 are outlet' pipes leading firom'the chambers 21! and '22; respecti'vely,the pipe 28 opening into the exhaust manifold'lt of the engine and the pipe 29 opening-into the '"lower part of the water jacket of the engine by wayof' thefbranch I 4 of the pumpdelive'ry The valve"26maybeloaded to require-a1pressure of, say, ten pounds to openit and the thermostatic element 24 may be designed to open the partition valve 23 when subjected to a Water temperature of, say F.

It will now be seen that under conditions of a relatively cold engine where the temperature of water in the jacket is below 160 F., the pump l2 builds up a pressure in the pipe l9 above ten pounds and discharges its entire flow, by way of the chamber 20 and pipe 28, back into the exhaust manifold I8 of the engine from which the water will be discharged with the exhaust gases in the usual manner, the water serving to cool these gases in the exhaust pipe as is well known. At the same time a purely convection flow of water through the water jacket of the engine will take place by way of the pipe H, the chamber 22, and pipe 29 leading back to the lower part of the water jacket.

However, when the temperature of the Water in the Water jacket reaches 160 F., the valve 23 will be opened by the action of the thermostatic means 24 permitting a free flow of water from the water jacket through pipe [1, the chambers 22 and 20 and the pipe 28 into the exhaust pipe [8 so that cool water from the pump is then passed directly through the water jacket by way of the branch I4 and pipe I! through the then open valve casing 25 to meet undue tendencies of the jacket water to rise in temperature above that determined by the thermostatic means. This may or may not be accompanied by the complete closing of the Valve 26 although it is desirable that this valve be so loaded that it will close under 3 such conditions when the partition valve 23 is open. It will be apparent that, when this valve 23 opens, pressure in the pipe l9 will fall due to the flow from the pump being free to pass 7 through the water jacket of the engine, and it is the temperature of the water in the water jacket of the engine. This should not be confused with the mere opening and closing or restrictingof the flow system through the water jacket, as is commonly the case where thermostatic control systems are utilized in connection with the engine cooling systems.

The foregoing arrangement of valved passages and connections provides for a by-passing of the water from the pump through the valve 26 when conditions are, such that a convection coolingsyste-m, involving the passage and repassage of a relatively small amount of water through the water jacket of the engine, is desired, the forced-flow cooling system coming into efiect only when water temperature in the jacket reaches or approaches a pointwhere such convection system would be no longer adequate for the proper cooling of the engine. This is allaccomplished in a very simple but efiective manner calling for an apparatus which may be cheaply and easily applied as an attachment to an existing engine with its resultant advantages.

This invention may be developed within the scope of the following claims without departing from the essential features of the said invention, and it is desired that the specification and drawing be read as being merely illustrative of a practical embodiment of the same and not in a strictly limiting sense.

What I claim is: 4

1. In an engine cooling system, in combination with a cylinder jacket and a pump, a circulatory pipe system connected to the top and bottom of said jacket to provide a convection fluid flow through said jacket, a discharge conduit from said pump, a check valve opening from said discharge conduit, a thermostatically valved conduit from the upper part of said first-mentioned circulating pipe system, said thermostatically valved conduit providing, when open, a flow outlet, and means for closing said check valve upon the opening of the thermostatic valve.

2. In an engine cooling system, in combination with a cylinder jacket and a pump, a circulator y pipesystem connected to the top and bottom of said jacket to provide a convection fluidflow through said jacket, a discharge conduit from said pump, a check valve opening from said discharge conduit, "a thermostatically valved conduit from the upper part of said first-mentioned circulating pipe system,- said thermostatically valved conduit providing, when open, a fiow outlet from said jacket to the discharge conduit beyond said check valve whereby to reduce the pressure difierential on opposite sides of the check valve, and means sensitive to such pressure difierential closing said check valve when reducedto a pre-determined extent.

MALCOLM J. KELSON, SR.

REFERENCES CITED The following references are of record in the file of this patent: V

UNITED STATES PATENTS Number Name Date 1,676,961 Muir, July 10, 1928 2,327,342 Drapeau Aug. 24, 1943 2,401,646 Johnson June 4, 1946 

